gaeey



(No Model.) 4 SheetsSheet 1.

O. E. GAREY 8; E. T. LANDON.

STREET RAILWAY GAR.

,000. Patented Mar. 22, 1898.

(No Model.) 4 Sheets-Sheet 2. G. E. GARRY & E. T. LANDON.

STREET RAILWAY GAR.

Patented Mar. 22, 1898.

(No Model.) 4 Sheets-Sheet 3.

0. E. GAREY & E. T. LANDON.

STREET RAILWAY GAR.

No. 601,000. Patented Mar. 22,1898.

fizjj J M,

4 Sheets-Sheet 4. & E. T. LANDON. AILWAY GAR.

(No Model.)

0. B. GAREY STREET R Patented Mar. 22, 1898.

0 zI/gweni'bzg 7 Z- Z3Z UNITED I STATES PATENT OFFICE.

CALEB E. GAREY AND ELI T; LANDoN, OF NEW YORK, N. Y.

STREET-RAILWAY CAR.

SPECIFICATION formingpart of Letters Patent No. 601,000, dated March 22,1898.

Application filed August 14. 1896.

' specification and the accompanying drawings, forming a part of thesame.

These improvements, although applicable to passenger-transportin gvehicles, are shown herein as applied to a street-railway car.

The principal object of the invention is to combine in a singlestructure the means whereby a car maybe changed from what is commonlyknown as a closed "car-into an open car, and vice versa-that is,providing a car-body with means for closing it so tightly as to make itsecure against adverse weather conditions, which means, on the otherhand, are capable of providing thecar with such openings as topractically make it a skeleton structure, admitting free circulation ofair throughout the same.

Another principal feature of these improvements is the provision ofrotative seats and means for mounting and so operating the same thateconomy of space and independent or individual seating means areobtained, the area within the car-body is economized, increased room forpassengersis provided, and a free and clear floor is obtained.

All of these features, together wit the means for carrying them intoeifec'l", as well as other improvements relating to them,whereby auniversal sanitary street-car is provided, will be so fully hereinafterexplained and finally claimed as to need'no further preliminary settingforth.

The most practical embodiment of these improvements now known to us isshown in the accompanying drawings, in which they are illustrated asfollows:

Figure 1 is an end elevation of a street-raih way car with theright-hand portion broken' away to expose the interior'parts thereof.

Fig. 2 is a sectional plan view of one end of such a car, said viewbeing taken just above the chair backs. Fig-3 is a vertical sectionalelevation of onejside of the car, showing the windows closed, the'viewbeing enlarged to better illustrate the parts. Fig. 4 is a similar semiNo. 602,720. (No model.)

view showingthe windows opened. Fig. 5 is an inside facial elevation ofa portion of a car side, the view in part being taken upon thesection-line 5 of Fig. 3, lookingin the .direction of its attachedarrow. Fig. 6-is a sectional elevation of a ventilator and the means foroperating the same. Fig. 7 is a side elevation of fend'er attachmentsfor the runninggear. Fig. 8 is a diagrammatic plan view of the-seats andmeans'for simultaneously operating the same, and Fig. 9 is amodification thereof.

To aid a ready understanding of the various features of the inventionand the improve- The roof E has the' fenders H I, and said body isprovided with I pairs of wheelsW \V, carried by an ordinary truck; butany other running-gear may be used.

n Between the posts 20, at the four corners of the car-body, the sides Aand B are respec- 4 tively divided into window-spaces bythe pillarsT, inwhich pillars T are formed single runways 23 for the sash of the windows11 13, and they also have narrow slots 14 formed in them as guidewaysfor the curtains 12. The

permanently-closed portion of the car sides A B is beneath thewindow-sillor side rail 1 and extends from end to end of the car andrises from the floor thereof to a height substantially a third of thatof the car-body,'

thus providing above the sill 1 window-spaces substantially equal totwo-thirds of the height of the car-body from which the windows may beremoved-in otherwords, enabling the car to be opened from a point neartheseats to a point close to the roof. This closed portion of the car isformed by the 'inner lining 21 and partition 22 and an outer paneL24.The

partition 22 is set in such relation to the lining 21 as to provide areceptacle for the housing of the two sash when they are lapped one uponthe other, as shown in Fig.- 4, and this partition 22 extends to theunder side of the sill 1, which latter has anupwardly-projecting ledgeat its inner edge sufliciently high to maintain the sash in place whenrested and outer faces or projecting parts 4 7, and

at its upper portion each runway is of a width to snugly receive the toprail 30 of the upper sash, as in Fig. 3. Its outer face or edge, formedby the projection 7, is straight from its upper end to its midwayportion or slightly greater than the .length of its upper sash, where itis stepped to form a horizontal shoulder 40, from the inner edge ofwhichrises a tenon 19, so as to enable such upper sash to rest 'in avertical position when raised into place and be secured there by saidtenons entering sockets in the under side of its bottom rail at the endsthereof. From the shoulder 40 to the sill or rail 1 this outer face orpro jection is also straight and forms at a distance equal to thethickness of the upper sash inward of the car a facial support for theside rails of the lower sash, so that the same; when resting upon thesill 1, as in Fig. 3, will have its top rail in front of and bearingfacially against the lower rail of the upper sash, said.

two sash thus being supported when raised into place to close the car insubstantially "ertical positions. The inner face or edge, formed by theprojection 4, of each runway 23 in these pillars T is at its upperportion inclined inwardly to the necessary extent to permit the. lowerportion of the upper sash to be swung inwardly to clear the shoulder 40and provide for its downward movement, and the inner face or edge of thelower portionof said runway, formed by the projection 4, is alsoinclined sufliciently not only to allow the lower edge of the bottomsash to be moved inwardly over the sash-receptacleat the bot-'; tom ofthe car side and thus enable it to deas best seen in Fig. 4, said sashthen resting substantially embraced between the projection 4 and thepartition 22, which latter migh t.

' below a longitudinal board 29, be constituted by projections like '7,formed as a part of the pillars T. f r

The lo'wer'sash is provided on each of its side'rails 15 16 with avertical guiding-strip 17, the top of which is "enlarged to form anoutwardly-curved'projection from the top rail of said sash and graduallydiminishes by an inward curve until it is lost at or near the lowerrail; but at a, point near the lower rail said sash is provided with ahooked projection 18, (see Fig. 3,) which is at such a dis- 18 toreceive and support the top sash when the same is lowered into theirembrace,as in Fig. 4. These guiding-strips 17 serve the function of notonly guiding the top sash over the bottom sash, thus separating them adistance apart, so that one may be protectedfrom the other, but itsenlarged curved upper end also cooperates with a spring 31, so that thetop rail of the bottom sash may force the bottom rail of the top sashsnugly into its position when supported by the shoulder 40, and thusenable both sash to be held snugly and tightly in position and preventtheir rattling or other disturbance. This spring 31 is doublethat is, itis an elongated leaf-spring having two bends in it and a free lower endand is attached at its upper end to the inner side of the runway 23, sothat its lower end depends free, the functions of which double bendswill be understood in the operation of the sash, which will presently bedescribed. At its top such window-space is pro vided with a spring25,01- springs may be used,

the downward pressure of which acts to hold the upper sash seated uponthe sho'ulder 40 and the tenons 19. Each upper sash is provided with ahandle 26, by which it may be conveniently raised and lowered, and eachlifted by its handle 28, seats to clear its bottom rail from the slightupward projection of the sill 1, and will be drawn inward, moving on thelower bend of the spring 31 as a pivot .i1ntil it hangs beyond thepartition 22,whereupon it is lowered into the receptacle below the sill1, when the handle 28 being released "and the sash sustained by thehandle 2 7 1t mayfb'e lowered into the position which it 1sshownitdomipy in Fig. 4, where its bottom rail rests upon the bottom ofthe car, its back inclines and is supported by the partition 22 lowersash 13 is provided uponitstop and bottom rails, respectively,withhandles 27 28,

or projection 7, and itshooked projections 18 contact with the face 4.Thereupon the upper sash is pressed slightly upward against itssustaining-spring 25, so that its bottom rail may move clear from offthe tenons 19 and shoulder 40, This sash thus swung outward has its siderails pressed againstthe upper bend a of the spring 31, and as it isslowly lowered its top rail will-follow the outer edge 7 of the upperpart-of-the runway 23, while its'side rails will slide over said bend aof the spring 31, which, disposed as sition, and so bear it against theshoulde 40 as to incline and guide it downwardly n a direction leadingto the space formed bet/ween shown, will compel its taking an inclinedk/othe guiding-strips 17 of the. bottom sash and the edge 4, which strips17, when reached, aided, if necessary, by their curved upper ends, willguide such upper sash between said guiding-strips 17 and the lowerportion of said face 4, said sash descending in said vertical directionuntil its bottom rails rest or are seated in the hooks 18, as in Fig. 4,where the two sash will be housed and rest side by side in thereceptacle and be braced widthwise between the faces 4 and partitions 22and prevented from rattling and having their upper ends even with or insubstantial alinement with the side rail or sill 1. In this position thebottom or outer sash as it rests in the re-- ceptacle may not be raisedwithout first removing the inner or top sash, which may be freely liftedby its handle 26. When so raised, it will be carried past the lower bend0 of the spring 31, and its side rails contacting with the upper bends aof said spring will be constantly pressed outwardly thereof in contactwith the shoulder 40 until its bottom rail clears the same, when it willmove over the same into its position at the upper end of the runway 23and drop to its seat upon the support 40. Then the lower sash may belifted by its handle 27 until its top rail contacts with the bend 0 ofthe spring 31 and is arrested by the stop 1', at which time, because ofthe pressure of the bends 0 upon its projecting guides 17, its siderails at their upper ends will, constantly bearing against the shoulder40, cause its bottom rail, then above the ledge projecting above thesill 1, to be thrown outward beyond said ledge and over the sill,whereupon the window will when released drop to rest upon the sill 1, atwhich time the lower bend 0, still pressing upon its top rail, willpress that rail snugly against the lower rail of the upper sash. In thiscondition the window-spaces will be closed and the car become a tightstructure. By this construction it will be observed that substantiallythe ma j or part of the car-body is provided with windowopenings,whereby, because of the provision for supporting the sash substantiallybelow the seats, a skeleton or open car is provided, which may bereadily converted into atight or closed car without the dismemberment ofany part of it and with great facility, and thus be provided withanextended lightng-surface when closed for winter use or during inclementweather and with an extended ventilating or air space when opened forsummer use. This structure, furthermore, provides not only the greatadvantages of its capacity to be converted from a closed car toasubstantially open car, but furnishes a'low protecting-body nearly totheseat height, having the capacity of protecting the occupants fromfalling out, their garments from being disarranged or injured, andaccident occurring to the person from the outside when the car is usedin its opened condition, in which opened condition it affords all of theadvantages of an ordinary skeleton car, which may not only be convertedreadily into a closed car, but one so tightly closed as to affordperfect protection from the elements.

Anotherimprovement efiected herein is the construction, arrangement, andmode of operating the seats. These seats are individual chairs,eachmountedupon a bracket-pedestal secured to the side of the car andprojecting therein. These brackets are provided with sockets forreceiving the spindles or shafts depending from the chairs, which latterare arranged to make a quarter-turn. The chairs composing the row alongeach side of the car are set so closely together as to afiord no footspace between them fore and aft or longitudinally of the car, andnormally the fronts of the chairs are presented obliquely to thedirection in which the car is moving, in which position they are fixedlyheld, so that they may not be disturbed, thereby enabling one passengerto sit slightly, lapped past the other, and the car thus made capable ofcon taining a larger complement of passengers than may be secured withordinary cross or long side seats, and, moreover, by this arrangementeach passenger-is afforded more lateral room and has an "unobstructedfront view. These chairs so mounted have no support from the floor, andthus leave the latter, clear, and provide not only for the propercleansingof the car, but provide additional foot-space and room forpackages. seats are further arranged so that their direction may besimultaneousty changed obliquely toward one or the other end of the carat the end of its route. A preferred means of accomplishing this isillustrated herein, and it consists in attaching the bank or row ofchairs on each side of the car together by means of a connecting-bar 32,which is coupled to each by a pivot 73, (see Figs. 2 and 8,) said bar 32sliding longitudinally upon the plate 5, which connects the upper andlower parts of the inner lining 21 together, being there held in placeby means of brackets 3.

Two of these chairs, preferably the central ones, and one on each sidehave the shaft upon which they turn in their supporting-bracketsextended through the car-bottom-or stringer thereof and provided beneaththe car with a pinion 6, said pinion being engaged by segments e at theends of rocking arms; 33 34, pivoted to the bottom of the carand havingat their meeting ends intermeshing segments 8 9, the result being thatwhen these segments are rocked the pinions 6 are partially rotated toturn not only the chairs with which they are connected to a properdistance to face them in the desired direction, but causing all These ofthe chairs on opposite sides of the car to move correspondingly byreason of their connecting-bars 32. Various ways may be adopted foroperating these rocking arms 33 34; but a good way is to provide themwith the rods 35 36, (shown,) one running to each end of the car underthe platforms and being connected to a rock-arm 2, which is fast to avertieal shaft 37, from the'upper end of which projects a rock-arm 38,having a turned-down or hinged handle 44, by which the requisiteoperation is performed for rocking the shaft 37 in opposite directionsto turn the chairs from one oblique position to the other and lock theshaft to hold the chairs in their respective positions, thehandle-44coacting for-- this purpose with notches in a fixed member orotherwise, as usualin similar hinged handle constructions. (SceFigs. land 2.)

Other means'and dispositions of parts may be used; but we haveillustrated and described in Figs. 1 and 2 a practical constructionwhich we prefer. In Figs. 8 and 9, however, we haveillustratedmodifications which are practical and which we will now describe.

Referring to Fig. 8, it will be found that the various chairs areconnected together in single rows on each side of the car forsimultaneous movement by means of the bars 32, as before, and that therows of chairs on opposite sides of the car are connected together forconjoint movement by means of connectlug-chains 45 and 46, which chainshave their opposite ends attached to the circular portion of thepedestal of the opposite chairs or to pulleys 74, fastthereon, eachchain being a separate member and the two being crossed,

so that the seats will not only simultaneously move to obliquepositions, but so that the opposite rows will point in the samedirection. In this arrangement the bars 32 on each side and at oppositeends of the car are provided with a chain 47, which moves around pulleys48 and 49 and is connected at the lower end of a lever 50, the upper endof which will protrude either into the body of the car near its endpartition or rise in like relation to the fender. In Fig. 9 a similarchain arrangement is shown; but therein provision is made for operatingthe same by foot-power. In that arrangement the chains secured to thepedestals of the opposite chairs through which the power is tobecommunicated are duplex. Thus two chains 51 and 52 are fastened at oneend to the pedestal or wheel 86'thereon of the chair and in the centerhave their opposite ends fastened to an operating sheave or pulley 53,and from this central sheave or pulley there extends to the oppositechair chains 54 and 55, which are crossed and have their outer endsfastened to the pedestal or pulley 86 thereon of said chair. From thiscentral operating pulley 53 a chain 56 extends outward toward the cornerof the car at one end, where it passes over a pulley 59 and is attachedto the bottom of a yertically-operating foot-lever 60, which, of course,will protrude upward into the body of the car and from said centraloperating sheave or pulley. Another chain 57 extends to the diagonallyopposite corner of the car at its opposite end, where it passes over apulley (like 59) and is attached to a foot operating-lever (like 60, notshown) and constructed like that illustrated in Fig. 8. Thesemodifications are simple and effective and may be adopted, if desired.Of course each row of seats might be independently rotated; but it ispreferable to adjust them simultaneously.

In railway-cars, especially those provided for the transportation ofpassengers in streets, great'danger of injury exists from personsaccidentally falling beneath the wheels of the car, and to prevent thismany forms of fenders have been devised. In order to provide a fenderwhich will adequately operate to prevent the wheels of a car passingover any part of a person and thus injuring him, we have contrived astructure suitable for the purpose, which is illustrated in Fig. 7 andwill now be described. It consist-s of bars of metal having sufiicientresiliency to enable them not only to readily move downward toward therail when contact therewith is had with an obstructing body but toreturn to their normal position in close proximity to the rail butclearof the same. These fenders are preferably made in two parts, as the bars41 42, having right-angular inner ends suiting them for attachment tothe car-axle box, so that they extend in opposite directionstherefrom,from which inner ends their shanks spring outwardly anddownwardly,thcir outer ends terminating in enlarged ends over thetracks, so as to afford a broad surface to contact with the obstructionwithout injuring the same, especiallyif it be any part of a human being.These fenders, being spring-like, will when in contact with anobstruction be bent downwardly, thereby to so cover the track as toprevent the obstruction from passing beneath into contact with thewheel, and being inclined will additionally tend to lift the obstructionupward away from the track,and additionally, by reason of their sidewiseinclination, will act to move the obstruction sidewise or force it awayfrom the track-wheel and car. Of course the double fender thus arrangedmight be made in a single piece and attached to the box by its centralportion; but it is preferable to make it in two pieces, as shown,because of the convenience aiforded thereby of adjusting each of itsparts independently of the other and aiding ready repair to eithermember Without disturbing the other.

In Fig. 6 we have illustrated in enlarged detail a novel construction ofswinging ventilators hung in the raised roof of the car and means fortheir operation and have also illustrated a new way of operating thestartingbells of street-railway cars, which we will now describe. Theventilator is a long sash 61, hung so as to swing horizontally oncentral pivots in a suitable opening provided in the sides of the raisedroof G. At one of its ends it is supplied with an arm 62, to the end ofwhich inside the car is attached an operatingbar 63, which is guided inslots 64, formed through the brackets 65, which extend inward from saidraised roof and primarily operate to support the rod 66, which extendslongitudinally through the car from end to end as a support fordepending holding-straps. Within these slots 64 there is provided aspring 10, the face of which is to bear upon the operating-rod 63 andhold its toothed inner portion in proper posit-ion upon the lower memberof the bracket 65 and thus sustain the ventilator in its opened, closed,or adjusted position, as the case may be.

The rod 66'is a hollow pipe-like structure supported at intervals withinthe car by the brackets 65. Within. this rod 66 a shaft 67 is housed,which shaft extends from the outside of the car at one end, as seen inFig. 1, where it is provided with an operating starwheel 70, and extendsthrough the car at the other end, where it is provided with means foroperating the clapper of the bell, and intermediately from end to end ofthe car Within the same at suitable intervals, as shown in Figs. 1 and6, this shaft is also provided with star-wheels, as 68 69, attached tosaid bellshaft 67 between sections of the pipe-like rod 66, whereby thesame may be operated conveniently at different points.

We have also provided this car with an improved attachment for itsdouble doors, which doors slide horizontally in suitable recesses in theends of the car (see Fig. 2) and are provided with connecting means,whereby the movement of one door is communicated to the other in any ofthe common ways and which means are so well understood in this art thatthey need no further description. These doors meet in the center whenclosed and require for greater convenience that when opened they shallproject to the least extent from said recess. To accomplish this, wehave provided them with an improved handle, (shown best in Fig. 2,)which handle is so constructed that when the doors are opened they shallproject in the door-opening to but a very slight extent. To this endeach door is provided with a single handle. Each has suitable means forattaching it to the outer edge of the door, so that it shall projecttherefrom at such an angle and extent as is requisite for its protrusionto be intercepted by the hand when used for moving the door, one of suchhandles projecting inwardly from one door and the other outwardly fromthe other door, the two being thus practically alined and projecting inopposite directions from the common meeting edge of the doors whenclosed.

What is claimed is- 1. In a car-body, the combination with pillarsforming window-openings and provided with single runways therefor, ofdouble sash the bottom member whereof is provided with guiding-strips toseparate the sash when moving one over'the other and when housed,substantially as described.

2. In a car-body, the combination with pillars forming window-openingsand provided with single runways for double sash andsupporting-shoulders for the top sash, of double springs having bends a,0, whereby the sash are, guided and controlled in making their movementsfor opening and closing the window-spaces, substantially as described.

3. In a car-body, the combination with pillars forming window-openingsand provided with single runways therefor, of double sash the bottommember whereof is provided with guiding-strips to separate the sash,said runways being provided with supportingshoulders for the top sash,and springs a operating to throw the upper sash over said guidingstripsand inside the lower sash when descending, substantially as described.

4. In a car-body, the combination with pillars forming window-openingsand provided with single runways therefor, of double sash the bottommember whereof is provided with guiding-strips to separate the sash,said runways being provided with supporting-shoulders for the top sashand with springs 0 operating to throw the bottom sash outward whenraised, and into contact with the top sash to hold the same in place,substantially as described.

5. The combination with a series or row of rotative seats along eachside of the car-body, and means for connecting the rotative bodies ofeach together, of operating-levers, rods, and a locking device, wherebythe seats of each row when the lever is unlocked and moved aresimultaneously rotated from one oblique position in one direction to acorresubstantially as described.

6. The combination with the car-body, of a 'series or row of rotativeseats along each side thereof and means for connecting the rotativebodies of each together, and means for connecting the two rows of seatstogether, and operating-levers,rods and connections whereby the seatscomposing both rows are simultaneously rotated from one oblique positionin one direction to a corresponding oblique position in the oppositedirection, substantially as described.

7. The combination with the opposite rows of rotative chairs the chairsof each row being connected together for conjoint movement, and with therotative pedestals of 0pposite chairs in said rows, of a chainwheelpivoted to the car-bottom, chains fast to said pedestals andchain-wheel, and chains connecting the latter with foot-levers atopposite ends of the car, substantially as described.

In testimony whereof we have hereunto set our hands in the presence oftwo subscribing witnesses.

CALEB E. GAREY. ELI T. LANDON. Witnesses:

ISAAC S. GILBERT, M. WRIGHT.

